NEPALESECIVILAIRWORTHINESSREQUIREMENTS

SECTIOND

APPROVALPROCEDURES
CHAPTERD.5 ISSUE1
APRIL1983

PERIODS BETWEEN OVERHAULS AND

COMPONENT LIFE LIMITATIONS
1. INTRODUCTION

1.1 This chapter prescribes the standards applicable for the control of the
periods in service of aircraft and aircraft components.

1.2 All aircraft and their components are subject to periodic or occasional inspections
to assess their fitness to continue to fly. Some components may, if found
satisfactory on inspection, continue in service indefinitely: other components
require periodic dismantling and reconditioning: a few items have finite "safe
lives" after which they must be scrapped.

2. DEFINITIONS

2.1 OVERHAUL - The complete dismantling, inspection, reconditioning,

reassembling and testing of a component to restore it to a fully airworthy
condition.

2.2 HARD TIME MAINTENANCE - Minor or major maintenance, including

overhaul, which is performed at predetermined intervals of time in service,
calendar time, operational cycles or number of landings.

2.3 ON CONDITION - Components which are maintained "On Conditioned" are not
subject of hard time overhaul. Instead the necessity for overhaul or other remedial
action is determined by visual inspection, measurement of observation of
performance during flight, and tests made in situ or on a test bench.

2.4 CONDITION MONITORED MAINTENANCE - Applicable only if failure of a

component will not have a direct adverse effect on operating safety, condition
monitoring is a maintenance system where the necessity for remedial action, such
as overhaul, is determined in accordance with statistical reliability monitoring of a
quantity of like components spared over an aircraft fleet.

2.5 SAFE FATIGUE LIFE - A structure which is so designed that after the failure
during operation of part of the primary structure, there is sufficient strength and
stiffness in the remaining primary structure to permit continued operation of the
aircraft for a limited period.

2.6 SCARAP LIFE - Also known as ultimate or retirement life, this is period of time
in service, engine running cycles or other prescribed units of measurement at
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Amendment 1, March 2002
 which a component must be completely removed from service. In particular a
scrap life is established for the rotating components or gas turbines to reduce the
risk of catastrophic failure from fatigue caused by cycles of mechanical or thermal
stress.

2.8 T.B.O. - This is an abbreviation of 'Time Between Overhauls' and relates to hard
time prescriptions for the overhaul of engines and other components.

3. AIRCRAFT STRUCTURE

3.1 Aircraft structure, including parts where access for inspection is difficult,
shall be inspected at the intervals approved in the aircraft Maintenance Schedule
and at any other time when there is cause to suspect that damage may have
occurred from overload, fatigue or corrosion.

3.2 Aircraft structural parts for which a safe fatigue life has been specified by the State
of Manufacture or by the aircraft manufacturer shall not be flown when this life
has expired unless an approved modification to extend the safe life is embodied.
The aircraft operator shall maintain records of time prescribed safe is not
exceeded.

3.3 If a structural component is transferred from one aircraft to another, the time in
service, number of landings and other relevant data accumulated on the first
aircraft shall be recorded in the aircraft logbook of the aircraft to which it is
transferred. The safe life, if applicable, shall then be calculated according to the
total time in service or number of landings of the component.

3.4 Structural members of aircraft certificated as fail safe (or damage tolerant) shall be
inspected periodically for the onset of fatigue cracking, corrosion or other time
related damage. If the aircraft type is a type for which the State of Manufacture
has required that a structural integrity audit be made and this has resulted in the
issue of an Inspection Document or Airworthiness Directive, the requirement of
the State of Manufacture shall be applied in Nepal.

Note: Any serious structural damage arising from corrosion or fatigue is a "Reportable
Defect" and shall be reported in accordance with Chapter C.9 of these Requirements.

4. AIRCRAFT ENGINES

4.1 The aircraft operator shall ensure that engine parts, such as compressor and
turbine discs, which are subject to a scrap life do not remain in service beyond the
prescribed scrap life. The scrap life prescribed by the State of Manufacture of the
engine manufacturer is mandatory and must never be exceeded.

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 4.2 If a hard time T.B.O. is prescribed for an engine type by the State Manufacture or
by the engine manufacturer, the engine shall be overhauled when this time is
expired unless otherwise approved by the Director General. However the Director
General may required that engines subjected to unfavourable operating conditions
be overhauled more frequently than recommended by the engine manufacturer.

4.3 All engine accessories shall be considered part of the engine for determining the
time at which they must be overhauled unless the engine manufacturers or the
Director General specified otherwise.

4.4 Piston engines shall be overhauled in accordance with the engine manufacturer's
recommendations and the procedures given in Leaflets EL/3-1 to EL/3-8 of Civil
Aircraft Inspection Procedures published by the United Kingdom C.A.A. Piston
engine T.B.O. s may also be extended subject to the Director General's approval,
in accordance with Leaflet EL/315 of C.A.I.P.

4.5 Turbine engines for which a hard time T.B.O. is prescribed may qualify for an
extended T.B.O. if the Director General is satisfied that adequate technical
justification has been provided. The justification shall take the form of detailed
reports of the condition of engines from Nepalese aircraft compiled by the
organization overhauling the engines, and reports submitted by the operator giving
detailed histories of each engine of the type since it was last overhauled. The
historical report shall list each reportable defect experienced and provide evidence
that every applicable Airworthiness Directive or Mandatory Modification has been
embodied. On submission of acceptable data to meet this requirement, the
Director General may approve an escalation programme to establish a new, safe
T.B.O. for the engine type.

4.6 Engines for which on condition maintenance has been approved by the F.A.A. of
United States of America or the C.A.A. of the United Kingdom may be approved
for on condition maintenance in Nepal only if the engine condition will be
monitored by the same procedures used by the appropriate operators of the United
States of America or United Kingdom, and that prescribed scrap lives for
components will be strictly observed.

Note: Monitoring may entail recording detailed performance measurements during flight and
ground testing, and inspecting the internal condition with precision viewing equipment
such as borescopes.

5. PROPELLERS

5.1 Unless otherwise approved by the Director General, the T.B.O. of a variable pitch
propeller shall be that recommended by the aircraft manufacturer or, in the
absence of such a recommendation, that recommended by the propeller
manufacturer.

5.2 If the T.B.O of a propeller in service has not expired after 5 years, the propeller
shall be removed for inspection by an organization approved to overhaul the
propeller type. The inspection shall be that specified in paragraph 5.4.
5.3 If a variable-pitch propeller has been stored for 5 years, or has a combined service
and storage life of 5 years, it shall be inspected by an appropriately approved
organization as specified in paragraph 5.4.
5.4 Any inspection made in accordance with paragraph 5.2 of 5.3 shall include:
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 a) Dismantling the propeller sufficiently to enable the hub, hub spider, blade
bearings, races and blade roots to be visually inspected for corrosion and
general condition.
b) Renewal of all seals and gaskets.
c) If fitted, checking condition of de-icer boots.
d) Blending out nicks on blades and checking that the manufacturer's damage
limits have not been exceeded.
e) Verifying that there has been compliance with all applicable Airworthiness
Directives.
f) Reassembly of propeller in accordance with the manufacturer's instructions.

6. COMPONENT T.B.O. s

6.1 For all components other than engines, propellers or structural components, the
approved Maintenance Schedule shall specify whether the necessity for overhaul
shall be determined by hard time, on condition maintenance or condition
monitored maintenance.

6.2 The operators responsible to ensure that components with hard time T.B.Os do
not exceed the T.B.O. recommended by the manufacturer and approved by the
Director General. The T.B.O. may be in terms to Time in Service, number of
landings, numbers of cycles as appropriate.

7. APPROVAL OF OVERHAUL PERIODS

7.1 Periods between overhauls, or other criteria for determining the necessity for
overhaul, must be specified in the Maintenance Schedule for the aircraft type. The
procedure for approval of an original schedule, or for alterations to a schedule,
must be in accordance with Chapter C.4 of these Requirements.

7.2 The Director General may grant approval for extension of a T.B.O., or a different
method of determining the necessity for overhaul, if an adequate justification for
the change is submitted for evaluation. Before granting approval, The Director
General may require further evidence such as defect statistics, test reports etc.

Civil Aviation AuthorityofNepal.

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Amendment 1, March 2002